Brake apparatus



July 20, 1948. H. M. LINHART BRAKE APPARATUS Filed June 21, 1946 mm mm fin mm mm IN V EN TOR. Hang M l inhart ATTOBAEY a fi iw Patented July 20, 1948 UNITED STATES PATENT OFFICE BRAKE APPARATUS "Harry M. Linhart, Pitcairn, Pa., assign'or to The Westinghouse 'Air Brake Company, Wilmerding, Pay, a corporation of Pennsylvania "Application June 21, 1946, SerialNo. 678,412

6 Claims. *1 Thisinvention relates tobrake apparatus and more particularly to brake apparatus for a locomotive of the electrics11y propelled-type.

Certain electric locomotives are equipped with Westinghouse'Air Brake C'OYsNm-BET locomotive =hrake' equipment for braking the locomotive pneumaticallm and the electric propulsion motors onthe locomotiveare arranged-tobperate as generatorsifor supplying electric current to a dynamic brake resistor for providing electric braking.

The No. 8 ET locomotive brake equipment comprises a distributing valvedevice and an engineers brakevalve device consisting oi'an automatic 'portion and an independentportion. The automatic .portior'i is provided "for reducing pressure'of fluid intheusual'brake pipe to cause opof the fluid pressur-e'brakes thereon, =while theindependent portion is provided toieffect'operation ,l 3

of thedistributing valve device 'to apply and release the pneumaticor fluid pressure brakes on the locomotive "independently of the brakes on l'lore' the provision of animproved'locomotive 'brake' equipment embodying both fluid pressure and "electric braking means, and interlock'means automatically operative'wherr the electric braking' nieans is effective-to prev-entan automatic application ofthe fluid pressure-*brakes on the locomotive,'but which. permits controtof thefluid pressure brakes on' the loco-motive by operation of the independent portion of the engineers brake valve device when the electric brake is effective.

Other objects and advantages-will 1 become apparent from the following more detailed description of the invention.

In the accompanying drawings, Fig. 1 is a diag-rammatic view,partly in section and partly in outline, of a combined pneumatic and electric brake apparatus for a locomotive; and Figs. 2 and 3 are sectional, diagrammatic views of a portion of an independent brake Valve device shown in Fig. 1, but-with the rotary valve thereof shown in different positions.

Description As shown in the drawing the pneumatic brake apparatus for-the locomotive comprises abdistributing valve device I i an engineersbrake valve device comprisin an automaticportion 2 and an independentrp'ortion- 3, amain' reservoir l andla brake cylinder device" 5. r

The electricbrake' apparatus comprises apro pulsion motor 6 adapted to'be operated as a generator for supplying electric current to a dynamic braking resistor '5 'for"?providing a decelerating force "for braking "purposes. The reference numeral -8 designates an'engineers controller having a power-on position'anda dynamic brake on position as indicated-by suitable legends. In the power-on position a contact 9 in the controller bridgesa pair of contacts it and H for completing a circuit for supplying current to the-motor 6, said circuit being'by way of example from an over,-

head conductor ilthroughatrolley I 3, a conductor l l, the ccntact' 9, a conductor l5; motorvfi, and a grounded conductor it. In the dynamic brake-on position a contact ll will bridge contacts II and [8 for placing'moto-r 6 ma dynamic era-king circuit including resistor 'l which is effective to produce dynamic braking 'upon operation of the motor 6 as a generator, in a Well known manner.

The distributing valve device I comprises an equalizing portion 20, anapplication portion 2|, a reductionchamber cut-off valve device 22, a release valve device 23 and a safety valve device 2d all of which parts are carried'by a pipe bracket 25 in which there is provided a, reduction chamber 2t. Also carried by the pipe bracket 25 is acontrolled emergency or delay valve device'2'l. The pipe bracket 25 is in turn carried by a reservoir portion in which there is provided a pressure chamber 28 and an application chamber 29. I

The distributing valve device I, the engineer's brake valve device including the automatic portion 2 and independent portion3 and other parts of the pneumatic brake equipment are, with an excep'tion'which will hereinafter be particularly pointed out, substantially the same in construction and operation as the Westinghouse Air Brake Companys No.8 ET locomotive brake equipment 'fully disclosed in their instruction pamphlet No. 5032-l dated July 1943, and also substantially the same in operation as the locomotive brake equipment fully disclosed in Patent No. 2,009,841 issued to Ellis E. Hewitt on July 30, 1935. Only such portions of the locomotive brake equipment are therefore disclosed and only the portions of the operation of said equipment are described in this application, which are essential to an understanding of the improvement provided by this iii- ,vention.

The application portion 2| of the distributing valve device comprises an application piston 3|, a ballle piston 32 spaced from and connected to the application piston, and an operating stem 33 projecting from the bafile piston into a valve chamber 34 which is connected by a passage 35 and a pipe 36 to the brake cylinder device 5. At one side of the application piston 3| is a control chamber 36, commonly known as the application cylinder, which is connected by a passage 31 extending through the pipe bracket 25-to the delay valve device 21. Between the application piston 3| and b-allle piston 32 is a chamber 38 which is open through a. stabilizing choke 39 to the brake cylinder passage 35. A brake cylinder release valve 40 contained in valve chamber 34 is loosely mounted between two spaced shou1- ders 4| on the piston stem 33 for movement by the application piston 3|. The valve 40 is provided for controlling communication between chamber 34 and thereby the brake cylinder device 5, and an atmospheric port 42. The application portion of the distributing valve device further comprises a fluid pressure supply valve 43 contained in a chamber 44 which is connected by a passage 45 to a pipe 46 leading to the main reservoir 4, whereby said chamber is adapted to be constantly supplied with fluid under pressure from said reservoir. A seat 41 is arranged to be engaged by the supply valve 43 for closing communication between chamber 44 and the valve chamber 34. A spring 48 acts on the supply valve 43 for urging it into contact with the seat 41. The supply valve 43 is arranged in coaxial relation with the application piston stem 33 so that upon movement of piston 3| and said stem in the direction of the right hand the stem will pass through the opening encircled by the valve seat 41 and engage the supply valve 43 and then unseat said valve against the spring 48.

When the application piston chamber 36 is open to atmosphere, the parts of the application valve device 2| will assume a position in which the supply valve 43 is seated and the release valve 40 is in a position opening communication between valve chamber 34 and the atmospheric port 42 for thereby efiecting a release of fluid under pressure from said brake cylinder device and a release of the locomotive brakes. Upon supply of fluid under pressure through passage 31 to the application piston chamber 36 the application piston 3| will move in the direction of the right hand and after a certain degree of such movement the left hand shoulder 4| will engage the release valve 40. Further movement of the application piston 3| will then shift the release valve 40 to a position for closing communication between valve chamber 34 and the atmospheric port 42. Still further movement of the application piston 3| by pressure of fluid in chamber 36 will bring stem 33 into engagement with the supply valve 43 and open said valve against the pressure of spring 48 whereupon fluid under pressure from the main reservoir present in chamber 44 will flow to valve chamber 34 and thence through passage 35 and pipe 36 to the brake cylinder device 5 for effecting an application of the locomotive brake. As fluid under pressure is thus supplied to the brake cylinder device 5 by way of passage 35 fluid under pressure will also flow from said passage through choke 39 into chamber 38 and therein act on the application piston 3| in opposition to the pressure of fluid in control chamber 36, the pressure of fluid in said control chamber being also opposed by the pressure of fluid in valve chamber 34 acting on the baffle piston 32. When the pressure of opposing fluid in chambers 34 and 38 increases to a degree slightly in excess of the control pressure in chamber 36, the application piston 3|, and piston 32 and thereby the piston stem 33 will be'moved in the direction of the left hand relative to the exhaust valve 46, due to the lost motion connection between said valve and the two shoulders 4|, until the right hand shoulder 4| engages said valve. This movement of the application piston 3| will permit closing of the supply valve 43 by spring 48 to prevent further flow of fluid under pressure to the brake cylinder device 5 for limiting the increase in pressure therein and in valve chamber 34 and in chamber 38 to a degree substantially equal to that in the application piston chamber 36, whereupon with the right hand shoulder 4| in contact with the release valve 43 movement of piston 3| will cease in what is known as a lap position.

If the pressure of fluid in the application piston chamber 36 is reduced by releasing it through passage 3'! the greater pressure then present in chambers 34 and 38 will move piston 3| and the exhaust slide valve 40 back to release position to open chamber 34 to the exhaust port 42 whereupon fluid under pressure will be released from the brake cylinder device 5 to effect a release of the locomotive brakes.

The equalizing portion '20 is provided for supplying fluid under pressure from pressure chamber 28, which is normally charged with fluid under pressure, to passage 3'! leading to the application piston chamber 36 and for releasing fluid under pressure from said chamber 36, said equalizing valve device comprising a piston 50 having at one side a chamber 5| which is open through a passage 52 to the usual train brake pipe 53 connected to the automatic portion 2 of the engineers brake valve device. At theopposite side of piston 50 is a valve chamber 54 connected through a passage 55, a chamber 56, and a passage 51 to the pressure chamber 28. The valve chamber 54 contains a. main slide valve 58 loosely mounted between spaced shoulders 53 and 60 on a. stem 6| projecting from the equalizing piston 50. Mounted to slide on slide valve 58 is an auxiliary slide valve 62 which is disposed in a recess in the piston stem 6| for movement therewith.

The equalizing piston 50 and. slide valves 58 and 62 have, as well known, a release position for releasing fluid under pressure from the application piston chamber 36 and for charging the pressure chamber 26 with fluid under pressure from the brake pipe 53, a service position for supplying fluid under pressure from the pressure chamber 23 to the application piston chamber 36 and to the application chamber 29 to effect an automatic service application of brakes, a lap position for cutting off the supply of fluid under pressure to the two last named chambers and for bottling the fluid pressure therein, and an emergency position for supplying fluid under pressure from the pressure chamber 28 to the application piston chamber 35 to effect an automatic emergency application of brakes. Also, as Well known, the position of the equalizing piston 50 and slide valves 58 and 62 is determined by the pressure of fluid in piston chamber 5| and in the brake pipe 53, as in turn controlled by operation of the automatic portion 2 of the engineers brake valve device, whereby when the brake pipe is fully charged said parts will assume their release position, while upon a service reduction :in pressure .in the "brake -.-pipe eflected by operation of the engineers :brake .va'lve device said .parts will assume their service position, while :upon an emergencyreductionain pressure in the brake p'i-peieffected: by the engineers brake valve device said parts -.will .assume ithei! 5 emergency position. The release Sand 18.11) positions of :the equalizing piston- 5Z0 andassociated slide valvesare'notrpertinent to an understanding :of the iinvention an'd vvllhn'otkbe ifurt'her: described :and no iurther clescription of the well known operation of the automatic portion 12 .of theengineer-s:brake valve portion -2=to control operationrofsequalizing piston illland'of the slide valves 58v and 62 fisessential'to an understanding of the 'invention.

The :reduction chamber cut-01f valve 4 device $22 comprises a's'lide valve fificont-ainedin a chamber 6*1 and a piston68 connected to *said slide valve for-'moving it -to two -different'positions including a cu tmfi i-po'sition in which at is shown in the drawing and which .it will assume with -thc equalizing :p'iston 50 and the slide valves 58 and 62 in theirservice andemergency-positions, above described. *In the cu't-o'fi -position o'f slide vallve 68 a-cavity 69 :in said valve-establishes acommunicationlbetween a ==pa-ssage M leading sito the sea't' of the-equalizing slide-valve 58-and-apassage l whichds connected to apassage l-l leading to the s'ea'tof s1-idevalve'58 and alsoto the mounting face :on =the pipe 'br-acket =25 for the delay valve tievice z'l. tA -passage 12 connects passage"l*ll--to a check valve chamber 13 in the release valve device 23.

The check -valve chamber 1 3- in therelease valve device 23 contains a check valve 'll' 'ior-control-ling communication "between said chamber and a chamber '15 which isconnected by apass-agelt to an application pipe 11 leading tothe engineers brake valve-devicein which apipe 'lll and'a passage 19- connects pipe 11 to theindependent portion 3 o'fsaid'brake'valve device. A spring "Bil in--chaniber'=l3 acts on the check valve "14 for'urging-it into contact-witha seat. The'release valve device-23furthercomprises a-piston'8lihaving-at i r one side a chamber 82 which is *connectedby 1a passage 83 to an independent brake "release pipe said-pipe extending to'the engineers brake valve device and-being connected "by a pipe .85 and a passage fifi'thereinto the independentporti-on 3*o'fsai'd brake valve device. At the-opposite side of the release valve piston! is .a chamber 81 open to atmospherethrough a vent port {8-8, and "projecting from said piston "through .said

chamberand aborein the'casing and into chamber15-isastem 8 9arranged to engage the check valve .14 to unseat saidvalve upon movement of piston 81 in theldirection of the left "hand. A spring90 in chamber 1.5 actson s'tem'til forlmoving said :stem and piston ill to the jpositioniin which they are shown in the drawing to permit closing of-the check valve "by spring "80. "The check 'valve14 is closedat all timesito prevent release of "fluid under pressure'fromchamber '13 to chamber liexoept when it is desirednto-effect an independent release of locomotive brakes,;as will be' hereinafter described.

In service position of the equalizing piston '50 andslidevalves B'and62 a service port153 extending through the sli'de'valve 58'c'onn'ects passage 64 past the leftlhand end of the slide .Valve 62 to valve--chamber"5,4 so that fluid under pressurefrom valve chamber 54 andpressurecham- *ber'28 may "flow. to passagefiland thencelthrough cavity :69 in ithe reduction-cut-ofi.s1ide valve '58 to passages 1;!) and 5H the; latter passage {leading to the :mounting .iace for .the delay l-val-ve device 2'! as well-.as-tothe seat'of vthe equalizing slide valverfit. ,:A;cavity? $i6:in=the;equali;zing slide valve 58 connects passage IN to apassag-e:Blleadingto the application chamber .29, while a :passage 93 connects :passage 91 tothe mounting "face on :-the pipeabracketlfili for :the delayvalve device r21. A cavity efl'l'alin ;the; auxiliary slide-valve 6:2:connects a i=passagez98a afrom scavity'9fi in therslide valve time a passageilfidn-the last 'namedzslide valve, the passage .199 being in turn connected tc-a passage villllainisthe leasing which leadslto the safety valve device :24.

In emergencyspositionof the equalizingpiston an and s1ide-valves158 and BI-aport lfil which is constantly open through Zthewight hand wend'zoi the main slide valve :58 to valve chamber .54 is connected to bothznassages'tll and gmiLrwhilethe passage is connected through cavity @955 imthe main slide valve 58 to passage H, passage 91 from 313119; application .ichamberww beingalappedpy the-,sl-ide-valveffl in emergencyzpositicn. ln the emergency'lpositionof .the equalizing slide valves 5.8 and 62 the-safety :valve. device P24 remains connected ito passag'e t'll lathe same as in the service position.

It will :ithus rbe: seen; th'atinrboth rthe service and emergency positions :of the equalizing ;piston :50 and slide :valves. 58 andrfil fluidiunder pressure sis permitted :to allow from the pressure chamber 128 .to spassage H f-leading :to the mounting ifacewn the @pipe bracket f 2 5 for :.the delay :va'lve. device'a'l l to the safety avalvesdevicewi lhwhich efiective .-,in b01311 Of-SfiidlDOSitiOIlSitfliilimit thepressurerof fiuid inpassa'ge '1 I, while therapplication: chamber 29 is connected to-lpassage H inservice position :but not; inlemergency position or said slide=valv.es.

Interposed :sbet-ween :the delay valve device 2-! andthe mounting faceon pipe braclreti 2:5: for said device is saifiller piece cl 0-2 constitutingiajpart aof :theipresentinvention.

The delay .valve device 2 'l:comp1-'ises;a piston l 03 having; at one side a chamber $178.4 and: having a'titheopposite side a :valve chamber (I rco'n- :taining a slide valve v l llfigarranged to be moved by said piston to two. 'mfferent positions, namely, a posltionifor short train operation in-whichthese parts are. shown .-in=theedrawing, and a'-position for along train operation inawhich :the piston :and slideva lve twillrbe movedld'own until said piston contacts a shoulder i I01 inthe casing. The valve chamber 5 Fis-adapted to be constantly supplied with'sfluid undenpressureifrom' the main reservoir :34: by way .of'the main'reservoir pipei46 and l a passage M8. Chamber zi -0.4 -zatttheopposite-side of :piston H83 Bis aidaptedrto eitherlbel charged with fluid (under pressure from the main reservoir or lto beaopeneto latmospherethrough avpassage Hi9, 'apipes tlll andFa selector .valve l H associated with therengineerls ibrake valve device. When cham- 'loer I204: is openitozatmosphere the "piston M3 and slide valve 5 till; 1 wills-assume their short train; posi tion unrler pressure of flui'd effective in valve chamber Hi5, while upon supply of fluid I atmain reservoir-pressure to fpiston chamber- IO'4 a spring H2 therein-will move the piston "Hi3 and slide valve 1186' to their lower orlong train position.

It will'be noted that :the filler piece .orblock I02 is provided with through passages" H3; andJ l4 establishing communications .,between passages i018 and. I 09. inhthelpiperbracketi5.,rtoscorrespondlin ly numbered passages ,.,in the delay valve device 21. Passage 98in the pipe bracket 25 is connected by a passage H in the filler piece I02 to a passage I I 6 in the delay valve device 21, the passage II6 leading to the seat of the delay slide valve I06. A check valve H1 is provided in passage I I5 to prevent flow of fluid under pressure in the direction from passage 98 to the delay valve device, but to permit flow in the reverse direction. Passage 31 from the application piston chamber 36 is connected by a passage I I8 in, filler piece I02 to a. passage H9 in the delay valve device, the latter passage opening to the seat of the delay slide valve I06. In the delay valve device a passage II9a opening at the seat of slide valve I06 is connected to a passage I in the filler piece I02, the passage I 20 being in turn connected to a pipe I2I. Passage I20 in the filler piece I02 is also connected through a ch'oke I22 in said filler piece to a passage I23 leading to passage II9. Passage 1| in the pipe bracket 25 is connected to a passage I 24 in the filler piece 102 and thence to a pipe I 25.

The delay slide valve I06 has a cavity I26 which in the short train position of said valve establishes communication between passage H9 and passage II9a. In the long train position of the delay slide valve I06 cavity I26 is moved out of registry with passage I I9a under which condition communication between passages I 20 and I I9 is maintained through the choke I22. Also in this long train position of the delay slide valve I06 a cavity I21 in said valve establishes communication between passage II9 from the application piston chamber and passage II6 which is connected'to the application chamber 29.

From the above description it will be noted that interposing the filler piece I 02 between the delay valve device 21 and the pipe bracket 25 merely intercepts the connection between passage H in the pipe bracket and passages II9a and I23 inthe relay valve device and provides a means for connecting passage H to a pipe I25, and passages II9a and I23 to pipe I2I, the filler piece further providing for disposal of the check valve H1 in passage I I5 between the passages98 and I I6.

The pipe I2I leads to the side outlet of a double check valve I28 the opposite ends of which are connected respectively to pipes I29 and I30, pipe I29 being connected to the independent application pipe 11. The pipes I30 and I25 lead to an interlock magnet valve device I3I which comprises an electromagnet I 32 connected in series with the dynamic brake resistor 1 so as to be energized during dynamic braking and ole-energized at other times. The magnet valve device I3I further comprises two oppositely arranged poppet valves I33 and I34 contained in chambers I35 and I36 which are open respectively to pipe I25 and to atmospere through a port I31. The two poppet valves I33 and I34 are arranged for movement in unison so that when one is closed the other will be open, the valve I33 being arranged to control communication between pipes I25 and I30 and the valve I34 being arranged to control communication between the latter pipe and atmosphere through port I31. A sprin I38 in chamber I36 acts on valve I34 for closing said valve and for opening the valve I33 when the electromagnet I32 is de-energized. Whenelectromagnet I32 is energized however, the valve I33 will be closed and the valve I 34 open.

The independent portion 3 of the engineers brake valve device comprises a rotary valve I 40 and a hand operated lever I4I operatively connected to said valve through a key I42 for turning said valve to its usual positions including a normal or running position in which it is shown in Fig. 1, an independent application position in which it is shown in Fig. 3 and an independent release position in which it is shown in Fig. 2 of the drawings. In running position of the rotary valve I40 a cavity I43 therein connects the independent release pipe 84 to an exhaust passage I44 for releasing fluid under pressure from piston chamber 82 of the release valve device 23 in the distributing valve device I. In the independent application position of rotary valve I40, shown in Fig. 3 of the drawings, a cavity I45 in said valve connects the independent release pipe 84, to the atmospheric port I44, while a port I46 through the rotary valve connects passage 19 from the independent application pipe 11 to a chamber I41 above the rotary valve, which chamber is normally supplied with fluid under pressure, as well known. In the independent release position of rotary valve I40 passage 19 from the application pipe 11 is opened to atmosphere through a cavity 148 in said valve and the atmospheric port I44, while a port I49 in said valve establishes communication between chamber I41 and passage 86 connected to the independent release pipe 84.

In operation, when the equalizing portion 20 of the distributing valve device is in either its service or emergency position for effecting an automatic application of the locomotive brakes, and the dynamic brake is ineffective, the fluid under pressure supplied from the pressure chamber 28 to passage 1| in the distributing valve device will flow from said passage through passage I24 in filler piece I02, pipe I25, past the open valve I 33 in the interlock magnet valve device I3I to pipe I30 leading to the left hand face of the double check valve I28. The double check valve I28 will be shifted to its right hand position by the pressure of fluid in pipe I 30 to open communication between said pipe and pipe I2I whereupon fluid under pressure will flow to pipe I2I and thence through passage I20 in the filler piece I02 to passage H8 in said filler piece either by Way of passage II9a in the delay valve device, cavity I26 in the delay slide valve I06 and passage II 9 or through choke I22 and passage I23 and passage H9, and from passage II 8 to passage 31 leading to the application piston chamber 36 for thereby effecting operation of the application portion 2I of the distributing valve device to supply fluid under pressure to the brake cylinder device 5 for applying the locomotive brakes.

If the dynamic brake is effective causing energization of the interlock magnet valve device I3I when the equalizing portion 20 of the distributing valve device is operated to supply fluid under pressure to passage 1I and thence to pipe I25 for eifecting an automatic application of the locomotive brakes as just described, such an application will be prevented due to valve I33 in the interlock magnet valve device I3I being closed to prevent flow of fluid under pressure from pipe I25 to pipe I30 and thence to the application piston chamber 36. If due to operation of the equalizing portion of the distributing valve device the locomotive brakes are applied at the time the dynamic brake is rendered efiective the closing of valve I 33 in the interlock magnet valve device I 3| will prevent further flow of fluid under pressure from the equalizing portion 20 of the distributing valve device through pipe I 25 to pipe I30 and thence to the application piston chamber 36, and at the same time will connect said chamber to atmosphere past the open valve a it te 134 so as-t'o-thereby release the pneumatic brakes on the locomotive.

It will now'be seen that normally, thatis; with the independent portion 3- of the engineers brake valve device in its running position, the pneumatic brakes and the dynamic brake on: the 10- comotivecannot both be effective at the same time since thedynamicbrake when first eiiective will prevent an application of the pneumatic brake, and will cause release ofthe pneumatic brakes in: case the pneumatici brakes have been applied prior to the dynamic-brake becoming effective. I

The check' valve H1 in the filler piece [162 is provided to prevent flow of fluid-from the pres-- sure chamber 28 and passage- St to passage 3"! and thence to the application piston chamber 35 when the equalizing portion 20 of the distributing valve device is in service position and the delay slide valve N16 is in its iower position, in order that energization' of the interlock magnet valve device l3! may prevent application of the pneumaticbrakes when the dynamic brake is eiiective.

Whenthe dynamic brake is effective-preventing flow of fluid under pressure from pipe M5 to pipe l2 I= and thence to the application piston chamber 35: for preventing arr-application of locomotive brakes; pipe I30 connected to the left hand end of the-double check valve I28 is open to atmosphere past the valve I34 in the interlock magnet valve device I31, as above mentioned. Consequent'ly if it should become desirable for the engineer to effect an independent application and release of the brakes on the locomotive at the same time as the dynamic brake is eiiective he may do so by suitable operation of the independent portion 3' of the brake valve device. To apply the locomotive brakes under this condition, the

engineer may move the rotary valve I40 in the independent portion of the brake valve device to its-independent application-position, shown inFig. 3, for supplying fluid under pressure from rotary valve chamber I41 through port M6 in the rotary valve to passage 19' and thence to the application pipe 11 Fluid thus supplied to the application pipe l-T will then shift the double check valve I28 to its right hand position to open communication' between pipes I29 and I2l whereupon fluid under pressure will flow to the latter pipe and thence to the application piston chamber 36 and effect operation 01" the application portion 2| of the distributing valve device to supply fluid under pressure to the brake-cylinder device 5 to apply the locomotive brakes. To subsequently release an application of brake effected by operation of' the independent portion 3 of the brake valve device as just described, the operator will move the independent portion 3 of thebrake valve device to its independent release position, shown in Fig. 2, for opening to atmosphere passage T9, whereupon with the doubl check valve I28 still in its right hand position fluid under pressure will be released from the application piston chamber 36 to atmosphere by way of passage 31', through the delay valve device 21, pipe I21 and pipes i 29 and 11 as will be apparent.

When the application portion 21 of the distributing valve device is operated to effect an automatic application of brakes due tooperation of' the equalizing portion 20 of the distributi'ng valve deviceupon a reduction in pressure in the brake pipe 53, the supply of fluid to the application piston chamber 36' is byway of the right hand end" of the double check valve I 28, as before described. Under this condition the double check 10 valve [28- will be closing communication between pipes I29 and I2I, sothat the automatic application of brakes effected in response to operation of equalizing portion 2|] of the distributing valve device cannot be released, in the manner just described, by moving the independent portion 3 of the brake valve device to its independent release position. Under such a condition the brakes on the locomotive will be released in the independent release position of the independent brake valve device in the conventional manner however, since in this position of the rotary valve Mi fluid under pressure will be supplied from chamber Ml through port M9 in said Valve to passage and thence through the independent release pipe 84 to the release valve piston chamber 82 in the distributing valve device. The release piston 81 will thereby lbe operated to open the check valve M to establish communication between passage 12, which at thistimewill be connected to the application piston chamber 36* through the dc-energized interlock magnet valve device I31, past the right hand end of the double check valve I28 and through the delay valve device 2-1, and passage I6 which is connected tothe appli cation pipe H and which in turn is open to atmosphere through cavity I48" in the rotary valve MI) and the vent port I whereupon fluid under pressure will be released from the application piston chamber 36- even with the double check valve I28 in itsiright-hand position.

From the above description it will now be seen that when the dynamic brake on the locomotive is effective on automatic application of the pneumatic brakes" on the locomotive will be prevented upon operation of-the equalizing portion 2 0 of the distributing valve device in response to a reduction in brake pipe pressure, until the dynamic brake effectiveness is reduced to a deg-ree to permit de energizationof magnet I32 oi the interlock: magnet valve device I31. Ifan automatic application of the pneumatic brakes is effected in response to areduction in brake pipe pressure before the dynamic brake is rendered effective, then operation of the dynamic brake to brake the locomotive will automatically cause operation of the interlock magnet valve device I-3l to eiiect a release of the pneumatic brakes. When the pneumatic brake is released however, with the-dynamic brake effective, said pneumatic brake may be applied and released, if desired; or if necessary, by operation of the independent brake valve portion 3 of the engineers brake valve device, it being noted that this independent control of the locomotive pneumatic brakes is independent of and not controlled by the interlock' magnet valve device I31.

Having now described the invention what I claim as new and desire to secure by Letters Patent is 1.. In a locomotive brake equipment,. in combination, fluid pressure operative means for braking said locomotive, a brake pipe, control valve means operable upon a reduction in brake pipe pressure to eiie-ct a supply of fluid under pressure to said fluid. pressureoperativemeans, an. engineers automatic brake valve device for reducing the pressure in said brake pipe, an engineers independent brake valve device for supplying fluid under pressure to said fluid pressure operative means, a double check valve device interposed in the connection between said fluid pressure operative means and said control valve 1 means and said independent brake valve device and operable upon supply of fluid under pressure by said control valve means to open communication therebetween and said fluid pressure operativemeans and to close communication between said fluid pressure operative means and said independent brake valve device and operable upon operation of said independent brake valve device to supply fluid under pressure to open communication therebetween and said fluid pressure operative means and to close communication between said fluid pressure operative means and said control valve means, electric braking means for braking said locomotive, and means responsive to action of said electric braking means to close communication between said control valve means and said double check valve device and upon de-energization of said electric braking means to open the last named communication.

2. In a locomotive brake equipment, in combination, fluid pressure operative means for braking said locomotive, two separate valve means independently operative for supplying fluid under pressure to effect operation of said fluid pressure operative means, a double check ,valve interposed in the connection between said fluid pressure operative means and said two valve means, and selectively operable by fluid under pressure supplied by either one of said valve means to open communication therebetween and said fluid pressure operative means and to close communication between said fluid pressure operativemeans and the other valve means, electric braking means operative upon ene-rgization to brake said locomotive, and means controlling communication between one of said valve means and said double check valve controlled by said electric braking means and operable upon energization thereof to close communication between said one valve meansand said double check valve and to open to atmosphere the portion of the communication connected to said double check valve and [operable upon de-energization to open said communication between said one valve means and said double check valve.

3. In a locomotive brake equipment, in combination,,a brake pipe, a distributing valve device comprising an application portion operable by fluid under pressure to efiect an application of locomotive brakes and operable upon release of fluid under pressure to effect a release of locomotive brakes, an equalizing portion operable upona reduction in pressure in said brak pipe to supply fluid under pressure to said application portion, an automatic brake valve device for reducing the pressure in said brake pipe, electric braking means for said locomotive operable upon energization to brake said locomotive, interlock means controlling communication between said equalizing portion and said application portion operable upon energization of said electric braking means to close said communication and to release fluid under pressure from said application portion andoperable upon de-energization of said electric braking means to open said communication, an independent brake valve device for supplying fluid under pressure to and for releasing fluid under pressure from said application portion, and means operable upon operation of said independent brake valve device to supply fluid under pressure to said application portion to prevent release of fluid under pressure from ,said application portion by said interlock means.

I 4. In a locomotive fluid pressure brake equipment, in combination, a brake pipe, a distributme valve device comprising an application portion operable by fluid under pressure to effect an application of locomotive brakes and operable upon release of fluid under pressure to efiect a release of locomotive brakes, an equalizing portion operable upon a reduction in pressure of fluid in said brake pipe to supply fluid under pressure to a fluid pressure supply communication, an automatic brake valve device for reducing the pressure of fluid in said brake pipe, an independent application pipe, an independent brake valve device having an independent application position for supplying fluid under pressure to said independent application pipe, a double check valve subject to opposing pressures of fluid in said fluid pressure supply communication and in said independent application pipe and operable upon supply of fluid under pressure to either one to open communication therebetween and said application portion and to close communication between the other and said application portion, electric braking means for said locomotive operable upon energization to brake said locomotive, interlock means controlled by said electric braking means controlling communication through said fluid pressure supply communication to said double check valve and operable upon energization of said electric braking means to close the communication and to open to atmosphere the connection'betwecn said interlock means and said double check valve and operable upon de-energization to open the communication, conduit means connecting said fluid pressure supply communication to said independent application pipe, a check Valve in said conduit means arranged to prevent flow of fluid under pressure from said fluid pressure supply communication to said in- I dependent application pipe, a piston adapted to be operated by fluid under pressure for actuating said check valve to open communication through said conduit means, an independent release pipe for supplying fluid under pressure to actuate said piston, said independent brake valve device having another position for opening said independent application pipe to atmosphere and for supplying fluid under pressure to said independent release pipe.

5. In a locomotive fluid pressure brake equipment, in combination, a brake pipe, a distributing valve device comprising a pipe bracket, an application portion mounted on said pipe bracket and operable upon supply of fluid under pressure thereto through an application passage in said bracket to efiect an application of locomotive brakes, an equalizing portion mounted on said pipe bracket operable upon a reduction in pressure in said brake pipe to supply fluid under pressure to a supply communication in said bracket for supply to said application portion, said application passage and supply communication leading to a mounting face on said bracket, a filler piece mounted on said mounting face, a delay valve device mounted on said filler Piece, an application pipe connected to said filler piece and therethrough to said delay valve device, said delay valve device comprising means for establishing a fluid pressure flow communication between said application pipe and said application passage, another application pipe connected to said filler piece, means in said filler piece establishing communication between said other application pipe and said supply communication, valve means controlling communication between the two application pipes and selectively operable to either open such communication or to close such communication, electric braking means for said locomotive operable upon energization to brake said locomotive, and means operable upon energization of said electric braking means to efiect operation of said valve means to close communication between said application pipes and upon deenergization to effect operation of said valve means to open such communication.

6. In a locomotive fluid pressure brake equipment in combination, a brake pipe, a distributing valve device comprising a reservoir portion having a normally charged pressure chamber and having an application chamber normally at atmospheric pressure, an application portion operable upon supply of fluid under pressure to an application passage to effect an application of locomotive brakes, an equalizing portion operable upon a reduction in pressure of fluid in said brake pipe to establish a communication between said chambers and to at the same time open said chambers to an application communication, a delay valve for establishing a communication between said application chamber and said ap- 14 plication passage, a check valve in the last named communication arranged to prevent flow of fluid under pressure in the direction from said application chamber, an application pipe connected to said application communication, another application pipe connected to said application passage, electric braking means for said locomotive operable upon energization to brake said locomotive, valve means controlling communication between the two application pipes and operable upon energization of said electric braking means to close such communication and upon deenergization to open such communication.

HARRY M. LINHART.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,400,839 Turner Dec, 20, 1921 1,621,403 Hamilton Mar. 15, 1927 

